WO2015162324A1

WO2015162324A1 - Rotary engine

Info

Publication number: WO2015162324A1
Application number: PCT/ES2015/070314
Authority: WO
Inventors: Cruz Antonio Lopez Contreras
Original assignee: Cruz Antonio Lopez Contreras
Priority date: 2014-04-22
Filing date: 2015-04-20
Publication date: 2015-10-29
Also published as: ES2492440B1; ES2492440A1

Abstract

Starting from the arrangement used for any type of rotary internal-combustion engine, the invention includes at least one second chamber, in which a secondary rotor (17) moves, said secondary rotor acting as both a first counterweight that stabilises the engine and as a compressor for managing the intake and exhaust operations of the engine, with air being stored in a compressed air tank if required, substantially improving engine performance. Although the above-mentioned chamber can be included in any type of rotary engine, the invention provides for its use in a two-stroke rotary engine.

Description

ROTATING MOTOR

D E S C R I P C I Ó N

OBJECT OF THE INVENTION

The present invention relates to a rotary motor, which has the particularity that its counterweight or counterweights have a special configuration that allows both to act as an engine stabilizing element or elements, also act as a compressor element intended to provide the flow of air or oxidizer that enters the engine chambers, either directly, or through a reservoir of compressed air.

The device has been designed to define a two-stroke engine.

BACKGROUND OF THE INVENTION

In the practical scope of the invention, a wide variety of rotary engines are known, such as WO 9534749, in which a rotary motor with axial intake and exhaust is described, in which its pistons perform counter movements within of a circular explosion chamber, so that the admission of gases is produced by synchronizing the pistons with discs that open and close the corresponding ports, this process being considered equivalent to an atmospheric admission of a traditional internal combustion engine. Consequently, the performance of this type of engines is significantly limited compared to supercharged engines.

Although different types of mechanisms are known for carrying out this type of supercharging, either through the expelled exhaust gases (turbochargers), or by mechanical elements (compressors) driven by the transmission of the engine, such elements they constitute independent elements of the motor, with this single function, so that, they do not allow to combine several functions in the same element, simplifying the structure of the motor, and consequently improving it.

While it is true that in British patent GB 943693 a rotary motor is described in which a fan that acts as a flywheel is established, to which weights can be applied to balance the eccentric and the rotor, said element has as its main purpose Cooling the engine, so that it does not control or regulate the entry and exit of gases that enter the chambers of said engine, and the use of and filling from this element of one or more compressed air tanks is not foreseen.

DESCRIPTION OF THE INVENTION

The rotary engine that is recommended solves in a fully satisfactory way the above-mentioned problem, thanks to a highly effective novel structuring in which the counterweight or counterweights of the engine not only act as a stabilizing element, but also allow the entry and exit of gases, as well as introducing air into a compressed air tank. For this, it starts from the conventional structure of any rotary engine, in which a series of chambers in which respective rotors play, with their corresponding air inlet ports and their complementary gas outlet chambers, as well as with the classic housings for the ignition systems, injectors etc, with the particularity that, different parallel chambers in the engine are defined in each of which a secondary rotor is movable which in its turn causes the admission, compression, and a rotor main where the explosion and the escape of the fuel and oxidizer mixture is carried out, by means of two times, depending on the arrangement of the ports and opening and closing elements associated with them, with the particularity that, together with these chambers other chambers in which other secondary rotors are established, in counterbalance functions, but with the participation larity that in these chambers is produced by the displacement of the rotor itself, an effect of aspiration and impulsion of gases that, through the corresponding compartments between some and other chambers, are used to control the entry and exit of gases to the chambers of combustion

From this structuring, it is envisioned that the engine is preferably materialized in a two-stroke engine, in which the intake ports are arranged axially to the combustion chamber or chambers, so that the secondary rotor, which rotates in In the opposite direction to the main rotor, it sucks and drives the air through these ports, from an auxiliary chamber, while the outflow of gases occurs radially, by means of a uniform sweep, through chambers established in correspondence with the vertices of The combustion chamber, although once the gases have access to these chambers, they also move axially to said chambers, by means of the corresponding rotary valves. In this way, the intake ports of the combustion chambers are controlled by means of rotary valves, synchronized and coupled to the motor shaft, by means of which their sealing is controlled.

These ports communicate through internal ducts with a reservoir of compressed air, with which the chamber or chambers in which the secondary rotors play, ducts that adopt a radial arrangement, are communicated, while the air intake holes are arranged distributed equiangularly in axial arrangement on the chamber, they are also assisted by a rotary valve, synchronized and coupled to the motor shaft, responsible for controlling its sealing according to the angular position of said secondary rotor.

In accordance with another feature of the invention, it is envisioned that the recovery of energy that degrades in braking in the form of heat can be exploited by introducing air into the compressed air reservoir.

For this, part of the torque that is necessary to apply in the braking of the vehicle in which the engine is installed, is obtained in part by the friction made by the brake mechanism, plus the torque that is necessary to apply to move the secondary rotor and thus allow the braking torque to be distributed both in the braking system (removing tension from the brake discs) and to compress and store air in the compressed air reservoir for later use in another type of configuration. functioning.

At the same time, it is also possible to put air into the compressed air reservoir (s), when the engine requires low power ratios, such as cases of constant flat speed or low speeds but constants, or when the vehicle is stationary (traffic jams, traffic lights ... etc)

With this type of configuration, both the fuel flow and the electric current to ignite the ignition system are disconnected, so the main rotor stops working and only the secondary rotor driven by the inertia of the vehicle to be braked acts.

Through this regenerative braking process, the energy stored in the compressed air tanks can be optimized, using it to increase the engine power when required, as well as for, for example, the actuation of the pneumatic brakes or any system that requires it, eliminating the need to use an additional compressor to generate compressed air, as is necessary in some types of vehicles.

Finally, the engine of the invention has another advantage and, depending on the workload we need, it can be configured so that, for every revolution (360 °), the main rotor performs 0 (braking), 1, 2 0 3 explosions

Optionally, the engine can be assisted by a turbocharger, driven by the engine's exhaust gases, so that the secondary rotor does not need to have the same size as the primary rotor to act as a pumping element which means an improvement over to the Miller cycle, so that, having smaller dimensions than said primary rotor, to compensate for the inertia of the primary rotor it is necessary to include a third or tertiary rotor, equally opposite to the direction of the primary rotor, which is used to generate energy electrical, by incorporating magnets or any material that meets said function that rotates with respect to a coil in which an electric current is induced.

The main advantage of this system compared to the Miller cycle is due to the fact that the admission and compression stage is in an independent lobe compared to the expansion and exhaust stroke, this configuration allows both lobes to be sized independently without having to resort to the system of advanced closing of intake valves to differentiate the intake stroke from the expansion stroke, so that with the present system the pumping losses are minimized compared to the aforementioned Miller cycle, while the volumetric efficiency of Lobe filling increases.

According to another of the characteristics of the invention, it is provided that the motor shaft connecting the first counterweight to the main rotor can be used to generate electric power, acting as an electric rotor, so that between the housings of The rotors, which communicate the discharge ducts from one chamber to another, provide the corresponding stator, thus allowing power to be generated with the engine without the need for the classic alternator, thus avoiding the use of transmissions that need continuous maintenance.

For its part, the second counterweight, can be sized in functions of electric motor and flywheel, as well as constitute the driving axis of a compressed air generator.

DESCRIPTION OF THE DRAWINGS

To complement the description that is being made and in order to help a better understanding of the features of the invention, accompanies the present descriptive report, as an integral part of it, a set of drawings in which, with an illustrative and non-limiting nature, the following has been represented:

Figure 1 shows a detail in front elevation of the exploded view of one of the combustion chambers of a rotary engine made in accordance with the object of the present invention, in which the main rotor plays.

Figure 2.- Shows a view similar to that of Figure 1, but corresponding a cross section of the chamber in which the secondary rotor plays, responsible for managing the flow of incoming and outgoing gases from the combustion chamber of the figure previous.

Figure 3.- Shows, according to a front elevation view of the different parts involved in the engine, a sequence of four phases, according to four columns, depending on the angular position of the primary and secondary rotors.

Figure 4.- Shows a schematic representation in profile of the motor, corresponding to a variant embodiment in which in the axis that relates the main rotor to the secondary rotor a third rotor is established, which can be used to generate electrical energy.

PREFERRED EMBODIMENT OF THE INVENTION

The present example of preferred embodiment has been carried out based on a two-stroke rotary engine, in which a combustion chamber with its corresponding main rotor and a secondary chamber with its secondary rotor in functions of first counterweight and of element of aspiration and discharge of the gases from the combustion chamber, so that the number of these chambers can be multiplied without affecting the essence of the invention, as well as the internal distribution of the same, which in this case has been chosen a triangle distribution, in which for every 120 ° the shaft rotates an explosion occurs.

Well, as just mentioned, in the engine of the invention a combustion chamber (1-1-1) participates, essentially in a triangle configuration, based on a central body (1), and two elements in function of side covers (1-1), in which a main rotor (2) plays, associated with the motor shaft (3), through the corresponding eccentric mechanism (4), by means of which the different positions for said rotor are made possible and as shown in Figure 3, defining internal sealing chambers (5) with their corresponding seals (6) that ensure the tightness in the angular displacements of the main rotor (2).

Axially to the combustion chamber (1, 1) three ports (7) are established to allow the entry of oxidizer, coming from the secondary rotor chamber. It can also come from a pressurized air chamber, not shown in the figures, which is accessed through respective perimeter sockets (8), by means of the corresponding solenoid valves (28), these ports being assisted (7) by a rotary valve (9) discoidal, with three holes (10) that, as shown in figure 3, regulate the air inlet to the different temporary chambers that are formed in the combustion chamber depending on the position of the main rotor (one).

In said chamber (1) a housing (11) is defined for the injectors, ignition system, and similar elements, counting radially at its ends with assisted gas outlet chambers (12) by the corresponding rotary valves (13), affected by a recess (14) and a hole (15) for controlled escape of the exhaust gases.

Well, according to the essence of the invention, it is provided that the engine incorporates at least one secondary chamber (16), coaxial to the main or combustion chamber, in which a secondary rotor (17) also plays, which 180 ° out of phase with respect to the main rotor (2) in order to act as a counterweight, although said element also acts as a compressor, defining air intake ports (18) assisted by a rotary valve (19), with its corresponding orifice (20) for controlling the inlet flow, so that the air sucked by the spinning effect of the secondary rotor (17) leaves the secondary chamber through two chambers (21) established in correspondence with its vertices , which are assisted by the complementary rotary valves (22), which through air ducts (23) recirculate the sucked air into a reservoir of compressed air, not represented in the figures, so that in said Rotary valves (22) define a communication conduit (26) towards the main chamber, and a conduit (27) through which it communicates with said conduit (23).

In the same way as in the combustion chamber, to ensure a perfect seal in the rotary movement of the secondary rotor (17), it is provided that in the inner surface of said chamber sealing chambers (24) assisted by the corresponding seals (25).

From the corresponding transmission, not shown in the figures, both the main and secondary rotors are rotated in the opposite direction with respect to each other. From this structuring, and according to the graphic representation of Figure 3, the operation is as follows:

According to the first column, and in ascending order, it can be seen how the air intake rotary valve (19), which rotates clockwise, has the upper right air inlet of the secondary rotor chamber (17) open .

The secondary rotor (17) is in an upright position and has directed the air from the lower chamber to the conduit that communicates (when the rotary valves of the main housing (9) open the ports) with the main housing (1) (lobe) from the lower right housing)

For its part, the main rotor (2) is in an upright position (opposite the secondary one) in the upper dead center of the upper lobe, ready to explode, and turn towards the lower right lobe.

The rotary exhaust valves (13) have the upper chamber, the lower right chamber closed and about to open the left one for the gas outlet and new air inlet or oxidizer.

In accordance with the second column, once the crankshaft has rotated 120 °, the air intake rotary valve (19), which rotates clockwise, has the air inlet of the secondary rotor chamber open (17) lower.

Said secondary rotor (17) has rotated 60 ° towards the upper left lobe, directing the air from the left chamber towards the communicating conduit (when the rotary valves (9) of the main housing open the ports) with the main housing (1) (lobe of the lower left housing).

The main rotor (2) has turned 60 ° towards the lower right lobe (opposite the secondary one) in the upper dead center of said lobe, ready to make the explosion, and turn towards the lower left lobe.

The rotary exhaust valves (13) (all are in the same position and turn clockwise) are ready for; open the upper chamber, the lower right is closed just like the left.

Once the engine crankshaft has been rotated by another 120 °, and according to the third column, the air intake rotary valve (19) has the air inlet of the upper left secondary rotor chamber (17) open, while said Secondary rotor (17) has turned 60 ° towards the upper right lobe, directing the air from the right chamber towards the conduit that communicates (when the rotary valves of the main housing (9) open the ports) with the main housing (1) (upper lobe of the main housing).

At this point, the main rotor (2) has rotated 60 ° towards the lower left lobe (opposite the secondary one) in the upper dead center of said lobe, ready to make the explosion, and turn towards the upper lobe and start again cycle.

The rotary exhaust valves (13) (all are in the same position and rotate clockwise) have the upper lobe chamber and the lower left lobe chamber closed, leaving the lower right lobe ready to open. It only remains to indicate finally that, in case of regenerative braking, low load, ... etc. The secondary rotor valves (22) rotate and close the conduits (8) of the main rotor (1), uncovering the conduit (29) of the secondary chamber (16) from a hole (26) 5 established in the valve ( 22), to allow atmospheric air to pass to the ducts (8), while the duct (27) of said rotary valves, by turning said valves, communicates with the compressed air duct (23), and therefore, the air sucked by the secondary rotor (17) goes to the compressed air tank.

On the other hand, when the conduit (26) remains closed by the rotation of the valve (22), so that the main rotor (2) does not work in a vacuum, the inclusion of a complementary orifice (29) of another orifice is provided of the extreme right housing of figure 3, not shown in the figures, which communicates with the engine air filter, for the entry of atmospheric air.

As can be seen in Figure 4, the shaft (3) of the motor that connects the main rotor (2) with the counterweight or secondary rotor (17) is capable of incorporating a tertiary rotor (30), which can be used to generate electric power, acting as an electric rotor, so that the corresponding stator (31) is arranged between the rotary housings, which communicate the discharge ducts from one chamber to another, thus allowing energy to be generated.

Claims

R E I V I N D I C A C I O N E S

I ^to .- Rotary engine, which being of the type incorporating at least one combustion chamber (Ι- - ') in playing the corresponding main rotor (2), with corresponding air inlet ports (7) and its complementary gas outlet chambers (12), as well as with the classic housings (11) for ignition systems, injectors and the like, is characterized in that the engine includes at least one secondary chamber (16), axial to the chamber of combustion, which plays a secondary rotor in functions of first counterweight and pumping element of the input and output gases of the main combustion chamber, with the particularity that between one and another chamber are defined input and output ducts of said gases as well as means for controlling the sealing and deobturation of said pipes; it being provided that the motor is embodied in a two - stroke engine, in which for every 120 ^to rotate its axis an explosion occurs, with the particularity that axially to the combustion chamber (-Γ '), ie on its side walls, a series of combustion inlet ports (7) are established, which communicate with respective perimeter sockets (8), these ports (7) being assisted by a rotary valve (9), with holes (10) ) selectively confrontable with these ports.

2 ^to rotary.-Motor according ^to claim I, wherein the mechanism defined by the secondary rotor feeds a compressed air tank.

3 .- rotary motor according ^to claim I, characterized in that in the secondary chamber (16), axially set some air suction ports (18) assisted a rotary valve (19) with its corresponding hole (20) of inlet flow control. 4 .- rotary engine according ^to claim I, characterized in that the combustion chamber (Ι- - '), has a substantially triangular section, based on a central body (1), and two elements of side covers functions ( - '), in which the main rotor (2), associated with the motor shaft (3), plays through the corresponding eccentric mechanism (4), including internal sealing surfaces (5) with their corresponding seals (6) sealing the main rotor (2) in its angular displacements.

5 .- Motor rotating, according to claims I and 4th, characterized in that the secondary chamber (16) communicates with a compressed air supply ports of the combustion chamber (7) through paths chambers (21) established in correspondence with their vertices, which are assisted by the complementary rotary valves (22).

6 .- Motor rotating, according to claims I ^to and 3, characterized in that the chamber (1) has radially on its ends with chambers gas outlet (12) assisted by corresponding rotary valves (13), affected by a recess (14) and a hole (15) for controlled escape of exhaust gases.

7 .- rotary engine according ^to claim I, wherein the inner surface of the secondary chamber (16) seal chamber (24) assisted corresponding seals (25) are set.

8 .- Motor rotating, according to claims I and 2nd, characterized in that the secondary chamber (16), axial to the combustion chamber, which plays the secondary rotor functions first counterweight element pumping gas Combustion chamber inlet and outlet main, and that feeds the tank of compressed air, is part of a pneumatic system of actuation of the brakes of the vehicle in which the engine is installed.

9 .- rotary engine according ^to claim I, wherein the engine is assisted by a turbocharger driven by exhaust gas of the engine, so that the secondary rotor has dimensions or masses less than the primary rotor being provided that To compensate for the inertia of the primary rotor together with the first counterweight, a second counterweight participates, opposite to the direction of the primary rotor, associated with an electric power generating mechanism if required.

10 .- rotary engine according ^to claims I, 2 and 5, characterized in that the rotary valves (22) established on the vertices of the secondary chamber are two possible paths of air drawn according to their relative position defined , one towards through some ducts (23) with a reservoir of compressed air, and another, through a communication duct (26 ') towards the main chamber (1).

11 .- Motor rotating, according to claim 10, characterized in that the rotary valves (22) a third possible route for the air communicating with the atmospheric air intake of the engine, materialized in a hole (29) faceable to defined said rotary valve (22).

12 .- rotary engine according ^to claim 9, wherein the second counterbalance is dimensioned to act on functions flywheel and electric motor. 13 .- rotary engine according ^to claim 9, characterized in that the shaft connecting the rotor with the first primary counterbalance a tertiary rotor (30) constituting the electric rotor of an electric motor is established.

14 .- rotary engine according ^to claim 9, wherein the second counterweight constitutes the drive shaft of a compressed air generator.